Wagon-brake.



Patented May I, l90.

E. J. CHANCE.

WGN BRAKE.

' (Application filed J an. 6, 1900.)

Hdifmsscs aw @y Z;

UNITE STATES Erna-iin J. CHANCE, on cnoss PLAINS, GEoReiA WAGON-BRAKE.

k: v vS1?1EGIFILJIION forming part of Letters Patent No. 648,849, dated Mayvilf E, i l i PATENT OFFICE.

Application filed January 6, 1900. Serial No. 639. (No model.)

To ZZ nfl/.10711, if may zimmern.-

Be it knownth'at 1, EPHRAIM J. CHANCE, a citizen of thefUnited States, residing at Cross Plains, in the county of Carroll and State of Georgia, have invented a new and'usefull Targon-Brake, of which the following is a specification.

My invention relates to improvements in brakes for wagons and similar vehicles; and one object I have in view is to provide an im` proved mechanism adapted to be used on the hounds of a vehicle and in which the parts are arranged and combined to secure increased le'verage and force by the brake-shoes against ,-.inotion of the wheels when the shoes are pressed against the same.

With these ends inrjview the invention consistsfin the novel construction and arrangement of parts which will be hereinafter fully described and claimed.

To enable others to understand my invention .I have illustrated the same in the accompanyingdrawings, forming a part of this specication, and in which- Figure 1 is a plan Vview of my improved brake applied to a part of an ordinary wagon. Fig. 2 is aside elevation of the devices shown by Fig.` 1. Fig.` 3 is a transverse section through the hounds and coupling-pole 100king in the direction shown by the arrow and illustrating the improved brake in front elevation. Fig. 4'is a vertical sectional view on the plane indicated by the dotted line a a of Fig. 1. Fig. 5 is a detail sectional View on the plane indicated by the dotted line b b of Fig. 1.

Like numerals of reference denote like and corresponding parts in each of the several iigures of the drawings. Y

In Figs. 1 and 2 of the drawings I have shown so much of a running-gear of an ordinary wagon or analogous vehicle as is necessary t-o the understanding of my improvements, and in this connection I desire to remark that the numeral 1 designates the rear the vertical bolt 9.

axle, 2 the wheels thereof-and? the"houndsi` whichare employed betweeri-ftheusual c'oup-v ling-pole and the rear axle.; 7' l i i 5 In applying my improved brake tothe run-y I ning-gear of an ordinaryli'flhicle I'employa i supporting bar or board whichisfarranged y in a horizontal position'fion'tliehonds'aud" coupling-pole and is 'rigidly secured thereto by suitable devices-as,l 'foi'. fex'ampleplthe y bolts 5.

v G indicates the long brake-lever, and the short brake lever, of myff'improved brake mechanism. The long brake-lever 'isiitted4 on topof the supporting board or bar 4 in a horizontal position, and said long levert is fulcrumed on said board or bar 4 by means of The bnl t constituting the fulcrum for the long brake-lever is rein forced and strengthened by the -employn'ient of' the cuff or brace-strap 8, which is bent from a single piece or bar of strap metal which is bent into the irregular fornishovvnV by Fig. 5 of the drawings. This brace-.cuff 8 has one part thereof secured firmly r,to thesuppor'ting y' bar or board 4, and its other endoverlaps the long brake-lever to permitthe fulcrum-'bolt 9 to pass therethrough, said'cus 8 serving to hold the brake-lever in position against lifting when the brake-shoe lOis f o one of the wheels of the vehicle. y

I employ a brace 11 to holdthe short brakelever 7 in proper relation to" the supporting bar or board 4 and as a guide for the uncon: fined end of the long brake-lever 64" This reed against brace and guide 11, whiclrn'is approximately U-shaped, is bent from a singlepi'ecegof'bar f metal, as clearly illustrated in Fig. 4 ofthe accompanying drawings. fTiie upper portion of the brace and guide 11 "extends horizontally from the short lever 7 vover the unconi iined end of the long lever 6 to a point beyond the supporting bar or board, and the `lowerl side is arranged on the lower face of the supportingbar and is secured to the saine by a bolt 13 or other suitable fastening device. The outer portion of the brace forms a guide-loop 13 for the long brake-lever 6. The ends of the metal of which the brace is constructed are connected by'a fulcrum-bolt 14, which passes through the short brake-lever 6 at a point between the-ends thereof. The elongated loop 13 of the brace and guide IOO IOV

operatively connected with the long brakelever G at a point adjacent to its fulcrum i), and the preferred means for connecting the two brake-levers together cons'istsfof the interlocking eyebolts l5 1G, which are fastened,

respectively, to the long and short brake-levers, as more clearly shown by Fig. l.

The means for operating the brake-levers consists of an operating-lever 1S, which is fnlcrumed at one end by a staple 19 on the short brake-lever 7 at a point within the brake-shoe 19, which projects from the short brake-lever,

forms a rectangular eye or loop which prevents the operating-lever from turning laterally on it, and the lever 18 is provided at its lower end with an eye to receive the staple 19. I prefer to employ a connecting-link 20, which is forked or bifureated to-embrace the operating-lever 1S at a point adjacent to the fulcruin 19 of said lever 1S, and one end of this link 2O is pivoted at'l to said inner end of the long brake-lever 6, while the other end of the link :is adj ustably connected by the bolt 22 to the operating-lever 18. The link is thus attached to the operating-lever at a point adjacent toits fulcrnxn, and the free end of said operating-lever is provided with a loop 23, to which may be connected a cord, cable, or other suitable connection leading to a point within convenient reach of the driver seated on the vehicle.

The described construction and arrangement of thebrake-levers insures such adjustment of the parts that the brake-shoes l0 17 of the levers G 7 are normally free from contact with the wheels of a vehicle. lVhen it is desired to apply force against the vehicle-wheels to retard or arrest the progress of the vehicle, the operator applies power to the lever 18 and moves the levers 6 7 toward each other, thus forcibly impelling the brake-shoes 10 17 against the wheels of the vehicle. Then the strain on the operating-lever is released, the parts return to their normal positions.

One ott-he important and distinguishing features otmy improvement is the means for keeping the brake-levers in their true positions with relation to the wheelsthat is to say, the levers are prevented from having any lifting tendency by reason of. the contact of the brake-shoes with the moving wheels. This is due to the employment of the cu- 'brace S, engaging with the long lever, and to the cuE-brace and guide 11, engaging with the short brake-lever and with the' free end of the long brake-lever.

It is evidentthat changes in the form and proportion of parts may be made by a skilled mechanic without departing from the spirit or sacrificing the advantages of the invention.

Havingthns described the invention, what y In a vehicle-brake, the combination with a supportingbar, the long brake -lever fulcrumed between its ends on the supportingbar at one end thereof and carrying a brakeshoe, the short brake-lever fulcruinedvbetween itsl ends on the other end of the supporting-bar and provided with a brake-shoe, means for connecting the inner e'nd of the short brake-lever with the long brake-lever, the combined brace and guide disposed transversely of the supporting-bar and extending from the fulcrum of the shortbrake-lever around the supporting-bar and'seeured to the lower face thereof, said brace and guide being extended beyond the supporting-bar and receiving the long brake-lever, and an operating-lever fulcrnmed on the short brake-lever and connected with the long brake-lever, substantially as described.l

In testimony that I claim the foregoing as my own I have hereto affixed my signature in the presence of two witnesses.

EPHR-AIM J. CHANCE. lVitnesse's:

- W. A. LYLE,

J. RENO. 

